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Custom Works Perf
เข้าร่วมเมื่อ 24 ม.ค. 2010
Custom Works is all about 2nd gen Camaro and Firebird performance. We produce and package some of the best parts to enhance your classic muscle car to bring it up and beyond todays standards. We test and run what we make. If Keith can't break it.... then it is ready to the public. thanks for looking
Custom Works Camaro hammering the autocross course!
Keith tore it up in the Custom Works Performance 71 Camaro. This event was held at the Shasta Kart Club on their kart track in Redding CA. Speeds of 85 mph were reached as noted by the rev limiter on the straight. It was faster to not shift and have to down shift again.
มุมมอง: 134
วีดีโอ
92 vs 102 what size throttle body is best?
มุมมอง 7224 หลายเดือนก่อน
in this video we test a 92mm vs 102mm on a highly modified 416 ci LS3. We test both throttle bodies on the SAME motor with no tuning changes. Watch and enjoy, leave comments, what do you think?
Who's The Boss? Stock LS3 Intake vs Performance Designs XS on the dyno!
มุมมอง 2K4 หลายเดือนก่อน
In this video we do a direct comparison between the Stock LS3 intake with billet 95mm Holley cable throttle body and the new Performance designs XS intake with 103mm Nick Williams DBW Throttle body. The Car is the Custom Works 71 Camaro. The engine is a LS3 based 416, with Scat 4" stroke rotating assembly, Trick Flow GenX 255 heads and Comp cam 54-471-11 (239/255 @ .050", .624" lift 114 LSA. No...
Holley Sniper 2 Laptop Tuning by a Pro?
มุมมอง 7K6 หลายเดือนก่อน
In this video we demonstrate how we go about setting up Sniper EFI Target air/fuel ratio, timing tables, and learn tables for initial tuning. Getting the correct target air/fuel ratios correct is crucial to allowing the "learn" function to do its job. Holley base maps are usually too rich to be optimal. We explain where to begin. We are also a Holley dealer and authorized installation center. w...
Holley Sniper 2 Part 2 Is it Realy Holley's fault?
มุมมอง 11K7 หลายเดือนก่อน
Follow up to part 1 In this video I discuss the new Holley Sniper 2 EFI, and go over a recent install. On the install vehicle we discover many of the things people complain about the Sniper and related to Install issues and mechanical problems. Watch and learn a few things, feel free to comment on your experiences. We are a Holley EFI dealer and installation center. We have experience with near...
Holley Sniper 2- Is it any better than the last one? Watch this and find out Part 1
มุมมอง 15K8 หลายเดือนก่อน
In this video we check out and discuss the new features of the Sniper 2 and has it really addressed all the problems of the previous Sniper. We are an authorized Holley EFI dealer and work on dozens of these a year. www.customworksperformance.net
Stock LS1 chassis dyno Holley Terminator X 1957 Chevy wagon
มุมมอง 1868 หลายเดือนก่อน
In this video we see what a bone stock LS1 from a 98 Camaro makes when swapped into a 1957 Chevy wagon. We tuned with a Holley Terminator X ECU. Wagon is a full custom build with a Newman Chassis and C4 Corvette suspension and Brakes. Car runs and drives amazing and looks real cool. Paint is original color and has been cleared over. We are a shop that workes on this kind of thing a lot. We are ...
57 Chevy Holley Terminator X first start
มุมมอง 13310 หลายเดือนก่อน
57 Chevy Holley Terminator X first start
2nd Gen Camaro LS3 Dyno Do parts REALLY matter?
มุมมอง 84311 หลายเดือนก่อน
In this video Keith from www.CustomWorksPerformance.net gets a 1970 Camaro in the shop for some Holley Terminator X troubleshooting and tuning. Keith discovers the LS3 engine doesn't have an optimal selection of parts. Fitted with a hefty BTR Stage 3 cam, this Camaro L99 take out is topped with a BTR Low Ram Intake, 1 3/4 mid length headers and a sad 2.5' exhaust system with Flowmaster Mufflers...
416 LS hits the dyno in Pro-touring Camaro. What does it make? What went wrong :(
มุมมอง 46211 หลายเดือนก่อน
We get the Custom Works Performance Camaro on the Dyna Hub dyno. Results are very mixed, car makes a ton of power, but we discover something ONLY the dyno could find. Motor is a 416 LS3 based motor, Trick Flow 255 heads, 239/255 .624" lift cam.
What Does a track focused 71 Camaro weigh? We scale it!
มุมมอง 384ปีที่แล้ว
In this video Keith puts the newly rebuilt Custom Works Camaro on corner scales to see how much weight the car lost from its recent changes.
Part 9 71 Camaro Pro-touring Interior and Roll Cagei
มุมมอง 305ปีที่แล้ว
In this video Keith Shows off the fresh new Roll Cage, Custom Interior panels, and carpet. He shares tips and tricks to Put together a tight interior for todays track driven Custom Camaros. Custom Works Performance is a shop specializing in parts for 2nd gen F-body and custom builds. www.customworksperformance.net
71 Camaro rebuild part 8 How to fire a NEW LS motor, or not how to!
มุมมอง 434ปีที่แล้ว
In this video we show the steps involved with firing up a brand new LS motor. How to bleed the cooling, prime the oil using a garden sprayer! Loading a Holley EFI tune. Oh and all the shit that could go wrong, its in here as well. Progress is made on Keith from Custom Works Performance 71 Camaro in the end!
What power does YOUR Daily Make? We dyno MY LS 68 Firebird
มุมมอง 484ปีที่แล้ว
In this video we dyno my 68 Firebird. It has a LS1 with a 216/228 Trickflow cam, LS2 Intake and 92mm TB. Longtubes, Holley HP ECU. We dyno it on a Dynojet roller, then a Dynapack hub dyno. we specialize in 2nd gen Camaro and Firebirds, but we build a lot of stuff in our shop as well as LS swap stuff and Holley EFI dealer. www.customworksperformance.net
magic gauges for your Camaro from Custo Works
มุมมอง 458ปีที่แล้ว
in this video Keith shows odd his custom gauge panel for his 71 Camaro. We make these for 70-81 Camaro, these feature Customer designed gauges made for us by Speedhut gauges. If you want a panel visit our website www.customworksperformance.net or watch the video on what they are all about th-cam.com/video/JMRsWA7roMw/w-d-xo.html
Rare Trans Ams in the shop, NEW products on the way, 71 Camaro Update
มุมมอง 810ปีที่แล้ว
Rare Trans Ams in the shop, NEW products on the way, 71 Camaro Update
Pro-touring LS riviera part 5 Oil Pan Saga
มุมมอง 385ปีที่แล้ว
Pro-touring LS riviera part 5 Oil Pan Saga
1968 Buick Riviera Restomod part 4 LS swap 4l60e
มุมมอง 1.3Kปีที่แล้ว
1968 Buick Riviera Restomod part 4 LS swap 4l60e
Custom Works 1971 Camaro Rebuild Part 7 Progress and new parts avaialble now!
มุมมอง 793ปีที่แล้ว
Custom Works 1971 Camaro Rebuild Part 7 Progress and new parts avaialble now!
71 Camaro rebuild part 6, Building the 3 link rear suspension
มุมมอง 423ปีที่แล้ว
71 Camaro rebuild part 6, Building the 3 link rear suspension
71 Camaro rebuild part 5 Someone Gets Married! (not Keith)
มุมมอง 334ปีที่แล้ว
71 Camaro rebuild part 5 Someone Gets Married! (not Keith)
Custom Works Performance Camaro rebuild part 4
มุมมอง 239ปีที่แล้ว
Custom Works Performance Camaro rebuild part 4
Pro-touring Buick Riviera LS swap Part 2
มุมมอง 1.5Kปีที่แล้ว
Pro-touring Buick Riviera LS swap Part 2
camaro rebuild part 2 The sh*t hits the floor!
มุมมอง 972ปีที่แล้ว
camaro rebuild part 2 The sh*t hits the floor!
Custom Works Performance rebuild part 1 Last Drive, surprise at end!
มุมมอง 265ปีที่แล้ว
Custom Works Performance rebuild part 1 Last Drive, surprise at end!
orange crush part 11 Orange Crush Goes Home!
มุมมอง 306ปีที่แล้ว
orange crush part 11 Orange Crush Goes Home!
How old of a Holley ECU can you upgrade firmware to current version? I bought my HP from you probably 10 freakin years ago and haven't run it yet...
On the ecu is a number. Contact Holley and find out. In the Holley website you can get most versions of the software. You should hopefully be able to run v5 or newer.
That looks awesome. I have some custom Speedhuts made for mine also. The quality is really nice
Did you try with a rod mod or FAST vs this intake which is iffy.?
That would get expensive! We did not. We all know the Fast is just a ported version of a stock LS3 for the most part. The rod mod from what I have seen isn't worth the hassle or the expense. I did reach out to them to see if they wanted to let us use one of their manifolds or modify ours, but not a reply. Anyway this video is mainly about the throttle body size, and I don't think it would be any different with any other intake that didn't raise the rpm much higher. I still have this intake on my car, as I'm not wanting to take it apart and it does look cooler than the Stock LS3 intake. Thanks for watching.
Will it help if you Cerakote the sniper casing? Or what could one use to insulate the ecu from the electrical noise?
If you are talking Sniper 1, there really isn't anything you can do. The design has too many flaws to even use. Sometimes they work, and other times they do not. We have found that replacing them with the Sniper 2 is the only option. Contact Holley ASAP if you want to trade it in, you didn't hear that from me, shhhh
I havent bought any of their efi systems yet, just asking ?s to make informed decisions before I concider it
@@stephanalexanderhattingh9890 If you decide to buy a sniper 2 please contact us. We are a dealer. stay away from the sniper 1 at any price. All others are just as bad. Sniper 2 seems like they addressed all the previous issues.
I appreciate you actually following up with the throttle body test, most channels would have just forgotten about it. Also, thanks for saving me from wasting money on an aftermarket ls3 manifold! Your LS3 vs PDI intake post on LS1tech brought me here btw
You're welcome. Its hard to get legit unbiased info. Thanks for watching and glad it helped you out. I still have the manifold on my car with a 95mm Holley throttle body. The loss of low end power sucks, but also may help with traction. I do wish it would have been offset by more that 2-3 hp on the top end, ughhhh. btw. I recommend the Holley 95mm TB. Drivability is the best with that unit because of its taper design, unfortunately it is expensive
Besides the Sniper 2 system which I keep hearing horror stories about, which EFI system would you say is the best for something like a Gen I SBC 383 for daily driving for reliability in the mid to high 400hp range?
We can get you the terminator X stealth. It is a few hundred more but we have had much better luck with it. We haven't had that much trouble with the Sniper 2. I'm installing one next week. I can get you either if you are interested. We are a Holley EFI elite dealer. thanks
Awesome job!
This is actually one of the best instructional videos I've seen
Very good video. The sniper system isnt perfect, but it is a great system for what it is. Especially paired with the hyperspark. Im kind of sick of so many people bad mouthing it when 99% of the problems they create themselves. Changing from carb to fuel injection does require a little bit of research, attention to detail, and a properly running engine. No matter what system you use. If a person cant do that, then they should just slap an edelbrock on there and live with the part throttle stumble, lack of tuning, and performance that will never be close to optimal.
couldnt agree more. Hopefully the new version proves to be dependable.
Bwahahahaha someone can't tune a carb😂😂😂
@@asherdie most people cant. Thats why edelbrocks are so popular.
Classic example of both intakes being wrong for that build. Neither of those intakes should be on a engine with a cam that big.
What would you suggest? As noted this engine is in a car used for autocross and track day stuff. It needs a broad powerband. It also sees the street. If it was a drag race motor, a high ram or something would make likely 60-80 more go, but at a steep cost in the mid range. Both of these intakes are perfect for this motor. Raced the car today. Barely saw 6000 rpm on the autocross course.
@@ks71z28 then I would do a much smaller cam if I was worried about midrange so much. No use in have that big of a cam and only turn it 6000 on race day. But in the end a intake that matches that cam would never lose any midrange......because gear multiplies torque. You could run more gear. There's lots of ways to do things and a oe ls3 intake is pretty good.....for a oe ls3 or something mild. But once you go so far it's holding a big engine with a big cam like yours back.
@@HioSSilver1999 Well, there are lots of options yes. On your mentioning of a smaller cam, well this isn't our first LS build. We dyno a lot, we tune lots of LS engines of various combinations. This Cam/intake combo for its intended use is a great match. A smaller cam would yield less torque down low. This cam when we have used it in various LS combinations makes peak power around 6200-6400 rpm. The reason my engine only went to 6k this weekend was because of gearing. I don't have six different gear set to swap into the car for different conditions. What I do have is over 500 wheel tq, so gearing and RPM really don't matter. I do not need to wind the motor up to make it go fast. On the other hand, on the track the motor will see 7000 rpm at 142 mph. On the dyno the engine made peak power at 6200 rpm, but really only fell off around 10-15 hp at 7000 rpm. Yes the intake is likely limiting that power, but in my case, so what. The engine is so powerful and responsive down low, all while not needing to wind it way up to the moon to make power. This engine responds like a big block. So in conclusion.... I am willing to give up 10-15 hp on the very top end where the engine rarely goes, for 20-30 from 2500-5000 rpm where it spends most of its time.
@@ks71z28 you're not giving up 10-15 up top.....more like 30 + as rpm continues if that's a oe intake and tb. Hell we picked up more than that with a h/c ls3 and didn't lose enough to matter at low rpm with a l.o.d. intake....because we don't race at 3k rpm.
@@HioSSilver1999 Did I mention this all needs to fit under the flat hood of a 1971 Camaro! Lots of stuff to consider. The point of this video was to show people that this intake really isn't very good. If you look at our other videos, I have one with a LS3 with a BTR Low Ram intake and a stage 3 cam, and shorty headers with 2.5" exhaust. This was such a bad combo, I compared it to the same engine with a stock intake and better exhaust, power numbers were amazing to see the difference. I hear what your saying. For my "box" I need to run this engine, the Stock LS3 would be the best performance and cost. thanks for your input.
The smaller throttle body should make more torque. They larger one should give you more top end. But with more air, you need more fuel it would seem. Im glad you are making these videos. These are the questions I've had. But i dont have the money to test it. I started making videos for my grandkids about my Ls3 swap in my Crown Vic. And they have helped with the engine. Proud grandfather here lol. Trying to get the next Gen excited about Hotrodding. I have been playing with my old RC cars while i save and wait for parts. Thank you for the videos. Great info.
Yes with more air you need more fuel. As i keep having to point out, this is a speed density system, not a MAF. So as more air enters, more fuel is used. The WBo2 takes care to also keep the AFR perfect, so yes the AFR was the SAME on both. My point was that even with this 6.8L motor with big heads and cam, it really didn't need a bigger throttle body, ultimately I will put the Holley 95mm back on because its tip in design is really nice, but it is over $600, but worth it on driviability. The bigger 102 really suffered with tip in throttle. too much air too fast.
@ks71z28 OH ok. Cool. This is the first video I seen from you. I am watching the other videos now so I can catch up. That way I can see how you built it.
@ks71z28 Throttle response and drivability is definitely big points for me.
I am doing a Ls3/6L90 in a 03'Crown Vic Police Interceptor. I turned a L94 into a Ls3. Flat top pistons and such. 821 heads. I was looking at that intake but i think it prob wont benefit me right now. I am planning on a larger cube engine later on. This is a temp engine. They had to 20 over the block. They checked it and said ut was ok. Its a N/a build so it should be fine. Till I build a bigger engine. Cool deal. Great info.
I'm not so convinced its best for a bigger cube motor. Mine is a 416 with big heads. The loss down in the meat is a big sacrifice for what I use it for
@ks71z28 The comment was before I finished the video lol. I will stay with the stock intake. And a 92mm throttle body. Should be good with a BTR Ls3 Stage 2 V2 cam. I'm really not trying for all out power. Burnouts and ice cream with the grandkids until I get the suspension and brake mods done. Then burnouts and ice cream and some track time. She is going to be spicy!!! Considering it cam with a 4.6L 2V with 239 hp at the crank new. Great info.
Volume os so low I cannot hear it clearly!! :(
sorry my production crew is limited
My first car was a ‘69 riv…..man i wish i still had that yacht
For someone tuning at home with limited knowledge Is it ok to use the lean table and transfer access to the base? Then smooth the area only? Do you have anymore tuning videos or can recommend any to watch
yeah, let the holley do the work. transfer the learn to base a few times. highlight the table and hit smooth. you should only need to do this a few times. once the values in the learn table are +/- 8-10 you are good. Turn the closed loop down to 25%, and you can limit the learn to the same, so if the 02 sensor goes out it will still run.
The clamp on rear sway bar looks nice! I have a 1974 base model camaro. Would that work on my car?
Thanks, we have it on our website. let me know if you want one www.customworksperformance.net
Thank you. I have been searching for a good explanation of how to do a startup tune for a year now. This was fantastic. I have been going the wrong way because i keep starting from scratch searching for a better working system.
Get your target afr table set up, as well as your ignition set up (if controlling timing) let the Holley do all the work and put some miles on it! Thanks for the positive comment. We try to keep things real here, no fluff, lol
I want to see more people be successful with sniper 2 marine applications. I have a boat with twin 454 carbed
We did a boat. It was a 351 Ford in a ski boat. It was already a fuel injected boat, so the fuel tank was set up well. The big issue can be fuel delivery on a boat. We used a special fitting for the wbo2 for the exhaust because of the water, the harp part was getting it to the lake to tune it. It all worked pretty well in the end. Similar to a car.
Going to revisit this same issue on my wife's 67 riviera . Sat a LS in it with a low profile pan, hit drag link so left it for a while. Measuring now i ordered a low profile intake (6" vs the stock almost 10" truck intake) thinking about tilting the engine up higher and adding a bit to the trans mount. Really wasnt looking forward to custom fabbing an oil pan but it's either that or custom bending the drag link
Not a good idea. Remember the tunnel is really small and driveshaft angles are important. I have a new video to put out on the driveshaft. I would do a middle sump if I had to do it over.
@@ks71z28 It was just a fleeting thought , haven't had time to measure anything or see what the angle would be if the engine either. I've been looking for center sump pans but seems measurements aren't lining up with the few that I've found, had a batwing pan but that was a no go also. As of right now I don't have much cash into the project so I'm not too backwards just don't have the 5k+ for all the machine work and parts the OG 430 would need, that and with the horrible QC of parts I'm scared shitless of any flat tappet lifters/ cams! Bad enuff I get bad rollers let alone friction style ones. Seen a long time builder wipe out 3 cams in a row bc of garbage parts from a big namer company he had been using for 30+ years.
We saw all the same stuff when I was at JBA Speed Shop in San Diego. We stopped installing them by 2017. But we would try to fix them for customers that already had them. It would be fine then just out of the blue pop up with gremlins. The ignition systems made it worse. I hope these are better. I won’t use one myself though. Terminator or even an original MSD atomic if I needed a tbi setup. Saw mostly the same issues with FITech too.
If you know your know. If people were willing to spend $2000 for a unit with solid electronics, this would be great. Holley is now run by an investment group who make decisions based on cost and profit. The variable they seem to overlook is customer service and their dealer support. Seems like they are trying to make good with the dealers they stepped on over the last few years. thanks for watching
Geesh. Talk less and get to it will ya? 😅
Enjoyed the video. Confirmed what I have been reading about and watching. Thanks for making this video.
Thanks for watching, having a dyno and doing these tests are pretty cool. too many people are getting paid or free stuff to "test" products. I wish I had more time to do these kind of things
Now do it with a 7000+ RPM engine that makes 600 at the tire!
sure, send it over
so we did a follow up video on this intake after we designed a bracket to allow a cable throttle body to be used, we tested a 92mm vs 102mm to see if there is a difference and if so, how? th-cam.com/video/uPdLbtIeJcs/w-d-xo.html&lc=UgzojzEX1i6ShAwAlvN4AaABAg
I would be curious to see how your engine would do with the 112 manifold version and 112 TB, I watched the Richard Holdener video and it picked up hp/tq, all other videos of the 103 version hasn’t done anything. Thanks for the videos.
Because the 102 didn't do anything hp wise from the 92, I don't think going bigger would do anything except hurt the slow speed air flow further. I think the fact that they made this HUGE throttle opening (112mm) for this manifold seems like a contradiction to the design of their manifold, which is to out perform the stock LS3 manifold everywhere. All my testing and all of my research leads me to believe that at a point, once a manifold reaches maximum efficiency for a certain range, changing it will only take power from the top of the curve and move it to the bottom, or vice versa. That is why the factories went to a dual runner intake when they went variable valve timing, its like have tow different intakes. The Performance design intake in this case did in fact improve power at the top of the curve by allowing it to carry about 400 rpm longer, but at a cost from off idle to 5200 rpm, not massive but 10-15hp and 15-20tq, for me that is not worth the slight gains. I will be taking the PD intake off and going back to stock. I would love to test a posted or rod modded stock LS3 intake if anyone has one! thanks f9or your comments and watching
All the other videos on this manifold show about the same as you are experiencing - why did you expect anything different?
We had been in contact with PD for a while prior to this, they told us we would see a gain of 20hp and possibly some gains down low. Our initial dyno results with the stock manifold yielded peak power at 6000 rpm, which seemed low for this combo (even though power numbers were exactly what we hoped for this combo). We thought we might pick up some power because we thought the stock manifold was just running out of flow. Which to some extent it did. We also discover windage was dropping power, which we resolved with lowering the oil level in the pan (because it was too high, and should affect the oiling at the level it is at now). The only dyno video I watched prior to this was Richard Holdener's. Also we do a lot of dyno stuff and I want to see this stuff for myself. We aren't paid by ANYONE to do this stuff, and seeing for your own eyes is good experience. We have a follow up video with this manifold comparing a 92mm vs a 102mm throttle bodies. you should check that out th-cam.com/video/uPdLbtIeJcs/w-d-xo.html&lc=UgzojzEX1i6ShAwAlvN4AaABAg
3-5/8" vs 4" , if you didn't change the tune to match the air at a throttle position then the tune wouldn't be right.
You’re obviously not a tuner. This is a speed density set up, noted by me stating a Holley dominator ecu, target AFR were not changed and both runs were run at 12.6:1. This was verified by the actual O2 reading in the data logs.
Also the test likely revealed this big motor didn’t need more air. The engine dictates how much air it ingests The throttle body is either a restriction or not. In this test I showed the 92 mm was not a restriction and the 102 actually seemed to hurt low speed air flow likely due to a loss of velocity.
and I do appreciate your comments. this is all about learning. I make nothing or gain anything from this except experience. A $40k dyno, a $1000 intake, $1000 in throttle bodies, and about 40 hours of time to make all of this happen. priceless
We know that an engine is an air pump so it would stand to reason that the more air the better it is, I just think that if you try and get air in your lungs through a straw you will have trouble, and the same could be said if you’re trying to use a road cone , there needs to be some kind of balance between air flow in and out to make it work better, right??
totally
Have you ran a dualplane with a carb on the 416? Trying to keep the old school look in my 2nd gen f body. But as you probably guess it’s a little tough to fit all of it under the hood.
Are you thinking a carburetor? Richard Holdener tested carbs and Efi intakes. It’s just so hard to beat the stock LS3 intake, which is going back on this motor.
@@ks71z28 I would like too. No hate on the ls3 intake. I just like the traditional look in the engine bay. And I’m trying to make my formula hood scoops still be Functional.
I get it. we used the Holley intake, it is multiport, but allowed us the use the stock style air cleaner to make the motor look kinda stockish, it did leave a bit on the table for power, but the lloks were important and the customer never drove it with a better intake, so he was fine lol. do what you think is right for you
Where can I purchase the shroud
www.ebay.com/str/Custom-Works-Performance
@@ks71z28I’m running spal fans do you offer the shroud. I emailed you
great video! does the Sniper 2 allow for live tuning? will it allow me to changes as the engine is running and driving?
yes it does!
I wonder if the intake likes more cubes, I noticed that when Richard Holder tested it on a 427 he saw a little bump over the stock LS3 intake, and if you’re chasing all the hp , maybe worth it , if you’re rich , haa ha
Thats what I was hoping for, mine is 6.8, way larger than the sock 6.2, and close to the 7.0 Richard tested. If you look at his video, he really focusses on peak power, where on my test it showed a slight increase and a longer peak hp curve, but its the loss below 5200 that is really the killer. Yes my test won't reflect the intake in every scenario, but my experience was a bit dissappointing and costly for me, thanks for watching Dave!
@@ks71z28 It looks like the intake only does a little something way up there in the RPM range and most people do not rev that high , For the $1,000 you could change your rear gears to say a 4.56 if you wanted to snap your neck, HAA HA
If it really bugs you to have it around, I will take it and I will pay the shipping, haa ha
$800 shipped
How exactly do you connect the laptop to the sniper?
you need to purchase the usb cable seperately, then you must download the sniper efi software from the holley website
@ks71z28 Thank you! I've been dealing with a TPS issue on a friend's sniper. It reads 0-80%, and the US Shift says the TPS has low voltage. But I couldn't figure out how to autoset the TPS if I couldn't connect a laptop
@@keith90102 the sniper autosets everytime the ignition is cycled. Just buy a new tps sensor
@@ks71z28 Right on, I'll do that. Thank you
Some advice on training of computer programs after years of doing training. The screen clarity must be the focus, and explained detail of each screen and how it works as related in this case to the engine is the goal. You are wasting valuable shots on the car where we need to know about the screens and how they work. After you make changes then go to the engine shots. But thanks for the beginning.
Dont forget always use 1% two stroke oil in your fuel to prevent leakage and Corrosion damage
Please check port alignment at the cylinder head. If you have a borescope that can reach down the runner with the upper shell off that would be the best way to do it. We had another customer with those TrickFlow LS3 heads and the port geometry was not the same as stock LS3 which caused a step in the transition between the intake and the cylinder head. That could be why you are not seeing the same performance gains that our other customers are seeing.
That's funny you bring that up, because you already heard my response to that before I made this video in a message on Instagram. The port alignment is perfect on the short radius (lower side), and slight off on the upper corners of the port, meaning the head surface shown, but this is absolutely minimal. I checked with a borescope (doing this on a stock LS3 intake would be really difficult) Keep in mind these are the same heads as were used on the LS3 intake, so if the heads are poorly designed, they would affect the stock LS3 intake as well. We aren't looking at an absolute power number here, just a comparison between the two intakes on the same engine, with the same tune. We are going to do a video with two different sized throttle bodies to see if that may have contributed to the loss of power bellow 5200 RPM. We will keep you posted
A mis-alignment would hurt flow all over, increasing with RPM. This is just a function of runner length, you see it with ALL aftermarket manfolds and most easily with the FAST that has swapable trumpets. The fact is there's an endless amount of dyno comparisons showing aftermarket manifolds simply can't touch best best factory intakes below 6k. The hard truth is you're buying looks or 1000rpm of powerband before redline.
@@hydrocarbon82 I agree, We spoke to performance designs and they mentioned checking for a mismatch before we made this video. The bottom of the port was perfect, the top in the corners were a little off, but it would likely be the same with both manifolds, unless the PD intake was the mismatch. I feel this is an absolute fair comparison under the same circumstances. I also do think windage hurt the stock manifold dyno run, which we remedied by lowering the oil level for the dyno run with the PD intake. We aren't setting out to hurt anyone, infact I now am the proud owner of a $1000 intake and $675 Throttle body I am not going to use, due to my findings.
Correct that what I used. Interesting that experience builders don't take the time to use bore scope to make sure everything aligns. I posted on lstech my journey. I dyno next week so will see my gains. I ported and smoothed everything as well as port matched my intake. Shaved the top too. It's perfect. I also ported and smoothed everything no step when the air enters the intake. I think my builds is the nicest out there. I portmatched the XS inake to my heads see if it makes any gains. I have TSP heads and big cam. Stock 376, 12.0 compression.
@@GETLITUP69 I didn't see your link in LS1tech. You assume I don't know how to tune? I would like to see your wizardry!
Awesome Awesome informative video !
I don’t understand why the wiring isn’t shielded to ground ?
Has to be according to laws so government can shut down your EFI during civilwar
holley stuff is j7ust *rap cheap soft thermoplastics that don't belong in an engine compartment they just melt and the tps doesn't hold adjustment maybe if the parts were cermet plastic just junk. just don't
I have been running a Edelbrock 750 on a 427 W for 12 years with no problems. I never give it any thought. I think I will run it for another 12 years. I have an MSD 6AL that has been working ok but carry a spare unit just in case. Years ago, on a different car the MSD quit on the highway without any warning. I kept my old points distributor in the trunk wrapped up in a paper bag. Installed the old points distributor and was back on the road. I try to carry as many spare parts as I have room for.
Do you guys make the panels to fit a Dakota Digital cluster?
What pan did you start with I have a customer with a 69 Riviera I need this setup for.
I don't recall it was one we had around.
I bought a 350 Camaro IROC off a guy that wouldn’t run right when cold, had a hi idle after warm up, and was a dog in general. I got it pretty cheap too! The problem turned out to be, the guy did a timing chain, and installed the gears a tooth off alignment.
Is there really a Part 2?
Yes. We make 3 videos on the sniper 2. Go to our channel.
Excellent tip on the soldering iron for poking holes for bolts, Thanks.
I’ve had my share of problems with my original Sniper, ran fine for awhile and one day ran like flooded, sent it back to Holley and they replaced it with another Sniper, again now it doesn’t run. I’m not getting fuel to the Sniper, replaced the fuel pump and still no fuel pressure. I’m suspecting it’s a signal problem. I’ve had problems with it running lean, never had that problem with a carb, in fact it ran much cooler. If you’re an Old School Hot Rodder, this isn’t the set for you, too complicated. Debating on going back to my Edelbrock carb, never had any problems with that. I came to the conclusion that if you want to convert to EFI, go with an LS motor that was designed from the factory!
That is any easy check. The sniper has a relay with a (blue) I think wire to the fuel pump. turn the key on and see if 12v is going to the fuel pump. If you are running an external pump, they fail A lot due to heat, in tank is ALWAYS better. Likely the flooded condition was the o2 sensor failed. Its not the sensor causing the issue, it is the Holley, I haven't been told what causes that.
I'm doing the same job, I need to do an oil pan when you charge me to make one
The pan will depend on where you put the engine. If you want to hire us to help with some of the engineering we can work something out. there are things I would do different if I did it again. Feel free to contact us to set something up. 530 864-5846
Haven’t decided if I want to upgrade from the Sniper 1, had to send the first in that died, Holley was nice enough to send me an updated one and I’ve had nothing but problems with it, runs to lean and finally just stopped running. Do I want to spend more money on a newer Sniper 2 to go through this again?. I was running an Edelbrock carborator for years and never had a problem with it, a lot to think about
Not sure exactly what your sniper issues are but it might be a case of an installation issue. Running lean would be a tune issue. I would suggest comparing your target AFR to your actual AFR. If you were in Northern California I would definitely have you come here and have it looked at. Maybe there is someone in your area as well. Hope you get it sorted.
I agree with your prognosis. There is no doubt the original Sniper had its shortcomings. But I'd bet 75% of the people that bash the sniper either installed it poorly, or the engine had issues to begin with. Instead of acknowledging it or digging into the problem, they just say it's garbage. I installed the original sniper a couple years ago in my '69 Camaro. Been a decent unit overall. but like you mentioned in the previous video, I've had issues with the secondaries. I've wound the spring an extra turn, recentered the blades, and added a stiffer return spring. The problem eventually came back by the end of cruise season. Drove me nuts. I'm planning on updating to the sniper 2 this year and it should fix that problem once and for all with the upgraded Sniper 2 linkage. I didn't have any other issues but the other common problems (RFI, injectors coming unplugged) were always in the back of my mind. I'll be looking forward to your upcoming reviews.
Don't replace it because of the secondaries. There has to be a way to clearance the butterfly to keep it from doing that. Even if it cause air to bypass, just close the primary one. Maybe a stop on the secondary that keeps it open a bit, then close the primary all the way. I wish I had one on one of my personal vehicles to try these things, most customers we get come from out of the area as well. thanks for your reply we have a new video on tuning just out